Uncoupling-lever.



J. R. CARMER.

UNCOUPLING LEVER. APPLICATION FILED JAN-23, |913.

Patented Nov. 7, 1916.

2 SHEETS-SHEET I.

WITNESSES INVENTOR J. R. CARMER.

UNCOUPLING LEVER.

APPLICATION man JAN-23,1913.

2 SHEETSSHEET 2.

WITNESSES 1N VEN T OR I L 7 L QZ L/MQMM Patefited Nov. 7, 1916.

in Fig. 2, the inner end JAMES R. CARMER; 0F WILMINGTON, DELAWARE.

UNCOUPLING-LEVER.

Specification of Letters Patent.

Patented Nov. *7, i 916.

Application filed January 23, 1918. Serial No. 743.802.

To all whom/it may concern Be it known that I, Janus R. Cannnu, a citizen of the United States, residing at \Vilmington, in the county of Xew Castle and State of Delaware, have invented certain new and useful Improvements in l'ncoupling-Levers, of which the following is a specification.

In the drawing: Figure 1 is a front elevation of an end sill to which my improved lever is attached. Fig. 2 is a top plan view of the same. Fig. 3 is a side elevation of the fulcrum detached. F i g. 4 is an enlarged dctail view of the bracket or guide, with the lever shown in section. Figs. 5 and 6 are front elevation and plan views of a modified construction.

The object of my invention is to provide an uncoupling lever pivoted about midway its leng h, with its outer or operating end turned under the end sill and extending to the outer end thereof and to permanently remain in that position whether at rest or in operation, making it possible for trainmen to uncouple cars without danger to life or limb, regardless of any condition that may exist, such as uncoupling from inside of curves while cars are being handled by the engine, as the operators end of the lever is below the body line of the car; and With this and minor objects in view, my invention consists of the parts and combination of parts as will be more fully hereinafter pointed out.

The reference numeral 1 designates an end sill of a car, 2 a coupler and 3 the locking pin of thecoupler.

The/fulcrum 4 is provided with a base 5 by means of which it is secured to the end sill. The uncoupling lever 6 is bent down- -ward at 7 thence inward as at 8, and thence forward at 9 in a plane substantially parallel with the portion 6, the outer end of the lever being bent downward to form an operating handle 10. The inner portion of the lever is bent upward and outward at 11 and is then continued in a horizontal plane, and in a vertical parallel with the portion 6, as clearly seen being bent to form a hook 12 constructed to pass loosely through the eye of the lock pin 3, the Width ot the lever being reduced as at 13 so that the pin is free to slide on the lever as the coupler swings from side to side.

14 is a boss formed on each side of the -lever about midway plane substantiallyits length through which is formed a bearing in which the fulcrlnn l is journaled. the lever being held on the fulcrum by means of the washer and nut 15. The length ot' the fulcrum l is materially greater than the width of the lever through the bosses H and the bearing in the bosses is o! greater diameter than the fulcrum. in order that the coupler or inner end of the lever will have free longitudinal travel without displacing. to any extent, the outer or handle end of the lever, thus the portion t of the lever is permanently positioned below the under face of the end sill.

16 is a bracket or guide riveted or bolted to the under side. oi the end sill which acts as a guide in holding the outer end oi the lever pernnmentl) under the end sill. The inner face of this guide is provided with lugs 17 which engage the lever and assist in holding it in place. lhe outer end of the lever rests on the lug when the coupler is locked, and when the coupler is unlocked the outer end of the lever is locked below the lug, thereby holding the inner end of the lever in an elevated position.

The inner end of the lever may be coupled to the locking pin by passing through the eye of the shank of the locking pin or through a chain connection between the car body and shank of the locking pin. I do not recommend the use of the chain only on such couplers as are so constructed that it is not practical to run the end of the lever through the eye of the locking pin.

From the above it will be seen that the inner or coupler end of the lever has free longitudinal travel with the draw bar in draft and bufi'ing without materially displacing the outer or operators end of the lever which is permanently positioned under the end sill by means of the guide 16.

In Figs. 5 and 6 I have shown my improved lev er adapted to operate the locking pin-from the bottom of the coupler head. In

this construction the fulcrum plate 18 extends below the end sill and is secured thereto by two rivets, while the fulcrum 19 is at the bottom of the plate. The outer end of the lever 20 is disposed permanently underneath the under .face of the end sill, as in the other construction, while the central portion 21, of the lever runs parallel with the end sill to a point near the coupler where it is deflected outward at 22. from the end sill,

one piece lever fulcrumed on the front face of the end sill of a car and having its outer end portion laterally offset from the remainder thereof and disposed permanently directly beneath the under face of the end sill for operation by the hand or foot of a trainman, means for holding said outer end stationary so far as bodily movement longitudinally of the car is concerned, said means holding the lever from falling to the track inzcase of breakage at the fulcrum of the lever.

2. In a release rigging for car couplers, a one piece lever fulcrumed'on the front face of the end sill of a car and having its outer end portion laterally offset from the remain der thereof and disposed permanently directly beneath the under face of the end sill for operation by the hand or foot ofa trainman, a stop secured to the under face of the end sill with which the outer end of the lever has operative connection, the inner end of the lever having a sliding engagement with the lock pin of the coupler, whereby said outer end is held stationary so far as bodily movement longitudinally of the car is concerned, and whereby said lever is maintained in substantially normal position in;

case of breakage at either the fulcrum or at the point where the lever enters the lock pin of the coupler.

3. In a release rigging for car couplers, a one piece lever pivotally mounted on the front face of the end sill of a car, and having its outer and permanently disposed underneath the under face of the end sill and its inner end connected directly to the coupler locking pin, a. vertical stop for the outer end of the lever functioning as a ful- (2111111 for the lever when it slides on its pivot with the coupler in service movements.

In testimony whereof I affix my signature in presence of two Witnesses.

JAMES R. CARMER.

Witnesses:

HARRY 1 LAWRENCE, BENJAMIN FISCHER. 

